The V6 Celica is here, sharing my experience Options

[K-ESD]

For those who have not been reading.

The V6 swap has been done

This project started in october 2005 when I finaly narrowed down what I wanted for the Celica.

My options were either the famous relatively easy 3rd gen 3SGTE swap or the blind path of the V6.

Before I begin, I owe a big thanks to all the MR2OC guys that helped me out. I was maybe alone in the garage but I had their support at all time. Big thanks to Adrian (aka: SbCelica on MR2OC). He pioneered the FIRST V6 Celica, a 5th gen celica with a 1MZFE. He was who inspired me to start the project. I followed in his foot steps.

Research took from october to april and even continued on as I made my progress. I spent a good two months gathering parts and getting everything ready for the big swap. Often reading myself to sleeping with a pile of toyota wiring diagrams in my bed.

Here's how I made it happen

My setup:

04 Sienna 3MZFE
-150amp Alternator
-Solara power steering (sienna pump doesn't fit)
-Toyota Matrix K&N intake (thats right, a Matrix intake fits)
-Fidanza 1MZFE Flywheel
-3SGTE clutch

01 Solara E153 Transmission
-Alltrac rear and driver side mount, GT front mount
-GT-FOUR shifter cables
-MR2 turbo (non LSD) inner axles
-Solara axle carrier
-ST185 outter axles (with abs cause I have it)
-ST185 speed sensor

I don't know where to start, to me it's all self explainatory. Without going into deep details, heres a few pointers.

The engine fits very well inside the engine bay, no clearance issue at all. It's narrower than the 5SFE and less in a slant so the rear is easily accessed. It fits better than a 5SFE basicly.

The hood is a minor issue, it closes just fine but it's so close it's scary. The whole front bank (head) touches the insulation of the hood. The cure is a GT-four hood and we all know it needs a GT-four bumper aswell. I have that up on the upgrade list.

Wiring isn't hard ! You all get that out of your head
It's very time consuming tho, preparation was the key. On paper it took me months to prepare it bit per bit but it took me about 10 hours to physicaly do it. Keep in mind that this is for the most electronicly advanced V6 swap (next to the still unexploited 2GRFE). The ECU controls the automatic transmission so it needs to be fooled into thinking there is one by putting resistors where it seeks the transmission coils. I haven't got around to perfecting that.

This engine uses a returnless fuel system, basicly a ordinary fuel pump with the regulator inside the tank. I adapted this system by swaping out my 5SFE pump for a sienna pump (bolt on, plug and play), hacked off a section off the steel return line next to the pump, strapped on the regulator and Tee-d the main line to the return line on top of the fuel pump cap.

Gas pedal, no longer. It's now a accelerator position sensor. AKA drive by wire. no more throttle cable, no more cruize control servo and computer. it's fully electronicly controlled by the ECU now.

Immobilizer - I have two keys now, one for my ignition and one with a chip in it to satisfy my immobilizer so it'll let me start my engine. I had to get the coil amplifer (basicly the ring around the ignition) and the immobilizer computer ("immobilizer" is an annoying word to type)

Mounts, those are a piece of cake. 3 mounts are on the transmission, I swapped out for a E153 Solara V6 transmission. More on that later. I used alltrac rear and driver side mounts. The rear had to have a spacer because the cross member had a slant in it and the mount would have sat on an angle. The driver side had to be grinded down a bit to fit because it was too large to fit in the frame bracket. The front is my old GT stock.
The passenger side one had to be custom made, I simply took out the mounting bracket and made one that fit for the V6. Personaly I don't like this but it works and doesn't seem to cause any problems. I will be making a whole new mount for it using a spare driver side mount.

The stock strut bar fits but interferes with the engine rocking back and forth so I took it out and will be making a custom strut bar. I didn't notice any change in handling.

Transmission, as I said before, I am using a 01 Solara E-153. I had to get a speed sensor, shifter cable mounting bracket and levers (thank you bigal ). I was under the impression that the alltrac cables would fit but they do not fit and are not even close to fitting. So I bought some GT-four cables, they snap into place and work like a charm.

Axles, I used non-lsd mr2 turbo inner axles (because I don't have LSD) ST185 outer ABS axles (because I have ABS) and a Solara V6 axle carrier. Fit right into place but I still have to get a spacer for the passenger side axle. it works tho

Exhaust - the nightmare
Nothing fit, not the front nor the rear headers fit. I did a simple cut, flange, route job to my stock exhaust for the moment. At this time I ran out of funds and could not afford a full exhaust. I will be making custom headers for this baby, 2.5" front to back, magnaflow muffler.

Radiator hoses are a mess, the outlet and inlet are at opposite side of the radiator. The overflow tank needs to be Tee'd because I now have two fill caps. One on the engine and one on the rad.

EVAP system, I got a EVAP canister from an Echo and stuck it on the opposite side of the muffler at the rear. Drilled a hole in the fuel tank, just in front of the fuel pump cap and stuck a check fill valve. This isn't necessary unless you want to get rid of the check engine light (and codes). Or live in a place that have strict emission guidelines. anyone from cali?

and more but I can't think of anything else right now.

To this day, even if it runs, I don't concider it complete. I have some bugs to work out and some minor refinements. Towards the end, I was broke and I needed to rush things because I was starting a new job and needed a car so I did the bare minimum. Now I'm too busy working and paying off debts, lol but I'm not giving up. Winter is coming, things will settle and I will perfect it.

I am hoping that the V6 swap becomes mainstream. It's not that hard to do and can be done for less than a 3SGTE. Please don't argue this before researching the prices.

My swap was a full drivetrain swap, it would have been much simpler if I would have stuck with the GT tranny and I would have cost much much less. But the Solara tranny is far better than the GT tranny and is optimal for this engine.... at a price.

There is also the 1MZFE which is easier than the 3MZ, less wiring, less gizmos (no drive by wire, no immobilizer, fewer o2 sensors, etc... just simpler)

Well thats all I want to say for now, I have to take a break from typing so much. Too many PMs to reply too on top of this.

Hope you found it interesting

[K-ESD]

For the 3MZ you grab all the computers needed to get the engine running. Same thing is needed for the 2GR (32 Computers I believe)

Fact on the 3MZ ECUs:
the 3MZ ECU only needs the immobilizer computer w/ amplifier and the key with the right chip in it. Theres a procedure to make the ECU learn the immobilizer ECU when everything is hooked up. I will add it to the guide.
thats all, anything else are sensors, a whole wack load of them

Theory on the 2GR ECUs (based on wiring diagram analysis):
-power supply (power control ECU) needed
-Immobilizer ECU + ampli + key needed

the rest are doodades that don't relate to the starting and running of the engine... like
-multiplex communications
-Emissions related sensors
-Tranny solenoids
-Body ECU (part of the multiplex com.)
-Automatic A/C control
-Skid control/traction control

any of this information (theory) is not fact until proven

I would like to keep the information flow as clean as possible to prevent confusion. I am working on a guide based on my experience. With it, it will cover all critical information for 1MZ's and 3MZ's. The 2GR is very similar to the 3MZ in terms of opperation so a large portion of the 2GR is technicaly covered, however is still theory because it has never been done in the celica before.

This post has been edited by K-ESD: Sep 6, 2006 - 6:17 PM